EP2346141B1 - Stromversorgungssystem - Google Patents

Stromversorgungssystem Download PDF

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Publication number
EP2346141B1
EP2346141B1 EP08811162.0A EP08811162A EP2346141B1 EP 2346141 B1 EP2346141 B1 EP 2346141B1 EP 08811162 A EP08811162 A EP 08811162A EP 2346141 B1 EP2346141 B1 EP 2346141B1
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EP
European Patent Office
Prior art keywords
power
voltage
electric power
power feeding
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08811162.0A
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English (en)
French (fr)
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EP2346141A1 (de
EP2346141A4 (de
Inventor
Shinji Ichikawa
Taira Kikuchi
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP2346141A4 publication Critical patent/EP2346141A4/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00034—Charger exchanging data with an electronic device, i.e. telephone, whose internal battery is under charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a power feeding system, and particularly, to the technique of supplying electric power to a vehicle in a non-contact manner from a power source external to the vehicle.
  • a hybrid vehicle refers to a vehicle incorporating an internal combustion engine as a power source, in addition to an electric motor, or a vehicle further incorporating a fuel cell in addition to a power storage device as the direct current power source for driving the vehicle.
  • hybrid vehicles there is known a vehicle that allows charging of the vehicle-mounted power storage device from a power source external to the vehicle, likewise with an electric vehicle.
  • the so-called “plug-in hybrid vehicle” is known that allows the power storage device to be charged from a general household power supply by establishing connection between the plug socket located at an establishment and the charging inlet provided at the vehicle through a charging cable.
  • the resonance method thereof is a non-contact power transfer approach transferring power via an electromagnetic field by causing resonance at a pair of resonators (for example, a pair of self-resonant coils) at the electromagnetic field (near field), allowing electric power as high as several kW to be transferred over a relatively long distance (for example, several meters) (refer to Non-Patent Document 1).
  • a pair of resonators for example, a pair of self-resonant coils
  • a power feeding system according to the preamble of claim 1 is furthermore disclosed by Patent Document 3 that forms closest prior art for the subject-matter claimed.
  • an object of the present invention is to provide a power control technique realizing power feeding efficiently at a non-contact power feeding system that feeds power by way of a resonance method.
  • a power feeding system includes a power transmission resonator, a power reception resonator, a rectifier, a voltage converter, and a voltage control device.
  • the power transmission resonator receives electric power from a power source to generate an electromagnetic field.
  • the power reception resonator receives electric power from the power transmission resonator by resonating with the power transmission resonator via the electromagnetic field.
  • the rectifier rectifies the electric power received by the power reception resonator.
  • the voltage control device controls the voltage between the rectifier and the voltage converter to attain a predetermined target voltage.
  • the voltage control device sets a target voltage based on the magnitude of the reception electric power.
  • the voltage control device sets the target voltage at the square root value of a multiplication of a target value of reception electric power by a target impedance.
  • the target impedance is set at the impedance of the power source.
  • the voltage converter is configured to allow adjustment of an input voltage thereto.
  • the voltage control device controls the voltage converter such that the voltage between the rectifier and the voltage converter attains the target voltage.
  • the voltage converter is configured to allow adjustment of an input electric power thereto.
  • the voltage control device controls the power source such that the voltage between the rectifier and the voltage converter attains the target voltage.
  • the power transmission resonator includes a primary coil and a primary self-resonant coil.
  • the primary coil receives electric power from the power source.
  • the primary self-resonant coil has electric power fed by electromagnetic induction from the primary coil to generate an electromagnetic field.
  • the power reception resonator includes a secondary self-resonant coil, and a secondary coil.
  • the secondary self-resonant coil receives electric power from the primary self-resonant coil by resonating with the primary self-resonant coil via the electromagnetic field.
  • the secondary coil extracts the electric power received by the secondary self-resonant coil through electromagnetic induction for output to the rectifier.
  • each of the power transmission resonator and power reception resonator includes a high dielectric disk.
  • the load includes a rechargeable power storage device.
  • the load includes an electric drive device mounted on the vehicle to generate a vehicle driving power.
  • the electric drive device receives electric power output from the voltage converter to generate the vehicle driving power.
  • the present invention by virtue of the power transmission resonator and power reception resonator resonating at the electromagnetic field, power is transferred in a non-contact manner from the power transmission resonator to the power reception resonator via the electromagnetic field.
  • the electric power received by the power reception resonator is rectified by the rectifier and voltage-converted by the voltage converter to be supplied to the load. Since the voltage between the rectifier and the voltage converter can be controlled to attain a predetermined target voltage in the present invention, impedance matching can be established between the power transmission side and power reception side according to the reception electric power. Therefore, according to the present invention, non-contact power feeding of high efficiency can be realized by way of a resonance method.
  • Fig. 1 represents an entire configuration of a power feeding system according to a first embodiment of the present invention.
  • the power feeding system includes an electrical powered vehicle 100, and a power feeding system 200.
  • Electrical powered vehicle 100 includes a secondary self-resonant coil 110, a secondary coil 120, a rectifier 130, a DC/DC converter 140, and a power storage device 150.
  • Electrical powered vehicle 100 further includes a power control unit (hereinafter, also referred to as PCU) 160, a motor 170, a vehicle ECU (Electronic Control Unit) 180, and a communication device 190.
  • PCU power control unit
  • Secondary self-resonant coil 110 is arranged at the lower portion of the vehicle body, it may be arranged at the upper portion of the vehicle body if power feeding device 200 is disposed above the vehicle.
  • Secondary self-resonant coil 110 is an LC resonant coil having both ends open (non-connected), and receives the electric power from power feeding device 200 by resonating with primary self-resonant coil 240 of power feeding device 200 (described afterwards) via an electromagnetic field.
  • the capacitor component of secondary self-resonant coil 110 corresponds to the floating capacitance of the coil here, a capacitor may be provided across the ends of the coil.
  • Secondary self-resonant coil 110 has its number of windings set appropriately such that the Q value representing the resonance strength between primary self-resonant coil 240 and secondary self-resonant coil 110 (for example, Q > 100), the ⁇ value representing the degree of coupling thereof and the like become higher based on the distance from primary self-resonant coil 240 of power feeding device 200, the resonant frequency of primary self-resonant coil 240 and secondary self-resonant coil 110, and the like.
  • Secondary coil 120 is arranged coaxial with secondary self-resonant coil 110, and can be coupled magnetically with secondary self-resonant coil 110 by electromagnetic induction. Secondary coil 120 extracts the electric power received by secondary self-resonant coil 110 through electromagnetic induction for output to rectifier 130. Rectifier 130 rectifies AC power extracted by secondary coil 120.
  • DC/DC converter 140 responds to a control signal from vehicle ECU 180 to convert the electric power rectified by rectifier 130 to the voltage level of power storage device 150 for output thereto.
  • DC/DC converter 140 may convert the electric power rectified by rectifier 130 into system voltage for direct supply to PCU 160.
  • Power storage device 150 is a rechargeable DC power source, formed of a secondary battery such as lithium ion or nickel-metal hydride. Power storage device 150 stores the electric power supplied from DC/DC converter 140, as well as the regenerative electric power generated by motor 170. Power storage device 150 supplies the stored electric power to PCU 160. A capacitor of large capacitance may be employed as power storage device 150. Any power buffer is applicable as long as it can temporarily store the electric power supplied from power feeding device 200 and/or the regenerative electric power from motor 170 and supply the stored electric power to PCU 160.
  • PCU 160 drives motor 170 by the electric power output from power storage device 150 or the electric power directly supplied from DC/DC converter 140.
  • PCU 160 rectifies the regenerative electric power generated by motor 170 for output to power storage device 150, whereby power storage device 150 is charged.
  • Motor 170 is driven by PCU 160 to generate vehicle driving power, which is provided to driving wheels.
  • Motor 170 generates electric power using the kinetic energy received from driving wheels and an engine not shown, and outputs the generated regenerative electric power to PCU 160.
  • vehicle ECU 180 controls DC/DC converter 140 such that the voltage between rectifier 130 and DC/DC converter 140 attains a predetermined target voltage.
  • VHref P ⁇ R
  • the impedance can be set at the target impedance R without depending on the reception electric power.
  • the target impedance R based on the impedance value of power feeding device 200, impedance matching between power feeding device 200 of the power feeding side and electrical powered vehicle 100 of the power receiving side can be established.
  • the impedance value of power feeding device 200 can be obtained therefrom through communication device 190.
  • Vehicle ECU 180 detects the reception electric power at electrical powered vehicle 100, and transmits the detected value to power feeding device 200 through communication device 190.
  • vehicle ECU 180 controls PCU 160 based on the vehicle running state and the state of charge (hereinafter, also referred to as SOC) of power storage device 150.
  • Communication device 190 functions as a communication interface to effect wireless communication with power feeding device 200 external to the vehicle.
  • Power feeding device 200 includes an AC power source 210, a high frequency power driver 220, a primary coil 230, a primary self-resonant coil 240, a communication device 250, and an ECU 260.
  • AC power source 210 is external to the vehicle, and a system power source, for example.
  • High frequency power driver 220 converts the electric power received from AC power source 210 into an electric power of high frequency.
  • the converted high frequency electric power is supplied to primary coil 230.
  • the frequency of the high frequency electric power generated by high frequency power driver 220 is 1M to ten and several MHz, for example.
  • Primary coil 230 is arranged coaxial with primary self-resonant coil 240, and can be coupled magnetically with primary self-resonant coil 240 by electromagnetic induction. Primary coil 230 feeds the high frequency electric power supplied from high frequency power driver 220 to primary self-resonant coil 240 by electromagnetic induction.
  • primary self-resonant coil 240 is arranged in proximity to the ground, it may be arranged above the vehicle in the case where power is fed to electrical powered vehicle 100 from above the vehicle.
  • Primary self-resonant coil 240 is similarly an LC resonant coil having both ends open (non-contact), and transfers electric power to electrical powered vehicle 100 by resonating with secondary self-resonant coil 110 of electrical powered vehicle 100 via an electromagnetic field.
  • the capacitor component of primary self-resonant coil 240 similarly corresponds to the floating capacitance of the coil, a capacitor may be connected across the ends of the coil.
  • Primary self-resonant coil 240 has its number of windings set appropriately such that the Q value (for example, Q > 100) , the coupling degree ⁇ and the like become higher based on the distance from secondary self-resonant coil 110 of electrical powered vehicle 100, the resonant frequency of primary self-resonant coil 240 and secondary self-resonant coil 110, and the like.
  • Communication device 250 functions as a communication interface to effect wireless communication with electrical powered vehicle 100 that is the destination of power feeding.
  • ECU 260 controls high frequency power driver 220 such that the reception electric power at electrical powered vehicle 100 attains a target value. Specifically, ECU 260 obtains from electrical powered vehicle 100 the reception electric power and its target value of electrical powered vehicle 100 through communication device 250 and controls the output of high frequency power driver 220 such that the reception electric power at electrical powered vehicle 100 matches the target value. ECU 260 can transmit the impedance value of power feeding device 200 to electrical powered vehicle 100.
  • Fig. 2 is a diagram to describe the mechanism of power transmission by the resonance method.
  • the resonance method is similar to the resonance of two tuning forks.
  • the resonance of two LC resonant coils having the same natural frequency at the electromagnetic field (near field) electric power is transferred from one coil to the other coil via the electromagnetic field.
  • primary coil 320 is connected to high frequency power source 310, and electric power of a frequency as high as 1M to ten and several MHz is supplied to primary self-resonant coil 330 that is magnetically coupled with primary coil 320 by electromagnetic induction.
  • Primary self-resonant coil 330 is an LC resonator based on the coil's inductance and floating capacitance, resonating with secondary self-resonant coil 340 having the same resonant frequency as primary self-resonant coil 330 via an electromagnetic field (near field). Accordingly, energy (electric power) is transferred from primary self-resonant coil 330 to secondary self-resonant coil 340 via the electromagnetic field.
  • the energy (electric power) transferred to secondary self-resonant coil 340 is extracted by secondary coil 350 magnetically coupled with secondary self-resonant coil 340 through electromagnetic induction to be provided to a load 360.
  • Power transmission by the resonance method is realized when the Q value representing the resonance strength between primary self-resonant coil 330 and secondary self-resonant coil 340 is higher than 100, for example.
  • AC power source 210 and high frequency power driver 220 of Fig. 1 correspond to high frequency power source 310 of Fig. 2 .
  • Primary coil 230 and primary self-resonant coil 240 of Fig. 1 correspond to primary coil 320 and primary self-resonant coil 330, respectively, of Fig. 2 .
  • Secondary self-resonant coil 110 and secondary coil 120 of Fig. 1 correspond to secondary self-resonant coil 340 and secondary coil 350, respectively, of Fig. 2 .
  • the elements of rectifier 130 and et seq. of Fig. 1 are generically represented as load 360.
  • Fig. 3 represents the relationship between the distance from a current source (magnetic current source) and the electromagnetic field intensity.
  • the electromagnetic field is composed of three components.
  • Curve k1 represents a component inversely proportional to the distance from the wave source, and is referred to as "radiation field”.
  • Curve k2 represents a component inversely proportional to the square of the distance from the wave source, and is referred to as "induction field”.
  • Curve k3 represents a component inversely proportional to the cube of the distance from the wave source, and is referred to as "electrostatic field”.
  • the “electrostatic field” is a region where the intensity of the electromagnetic wave decreases drastically according to the distance from the wave source.
  • energy (electric power) is transmitted taking advantage of the near field (evanescent field) where this "electrostatic field” is dominant.
  • a pair of resonators having the same natural frequency for example, a pair of LC resonant coils
  • the resonance method allows power transmission with lower energy loss as compared to an electromagnetic wave that transmits energy (electric power) by the "radiation field” that passes on energy over a great distance.
  • Fig. 4 is a block diagram representing a powertrain configuration of electrical powered vehicle 100 of Fig. 1 .
  • electrical powered vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164, 166, motor generators 172, 174, an engine 176, a power split device 177, and a driving wheel 178. Additionally, electrical powered vehicle 100 further includes secondary self-resonant coil 110, secondary coil 120, rectifier 130, DC/DC converter 140, system main relay SMR2, vehicle ECU 180, communication device 190, voltage sensor 192, and current sensor 194.
  • Electrical powered vehicle 100 incorporates engine 176 and motor generator 174 as the driving source.
  • Engine 176 and motor generators 172 and 174 are coupled with power split device 177.
  • Electrical powered vehicle 100 runs by the driving power generated by at least one of engine 176 and motor generator 174.
  • the power generated by engine 176 is divided into two paths by power split device 177. Specifically, one path is directed to driving wheel 178, and the other path is directed to motor generator 172.
  • Motor generator 172 is an AC rotating electric machine formed of, for example, a 3-phase AC synchronous electric motor having a permanent magnet embedded in a rotor. Motor generator 172 generates electric power using the kinetic energy of engine 176 divided by power split device 177. For example, when the SOC of power storage device 150 becomes lower than a predetermined value, engine 176 is started and electric power is generated by motor generator 172, whereby power storage device 150 is charged.
  • Motor generator 174 is also an AC rotating electric machine formed of, for example, a 3-phase AC synchronous electric motor having a permanent magnet embedded in a rotor, likewise with motor generator 172. Motor generator 174 generates driving power using at least one of the electric power stored at power storage device 150 and the electric power generated by motor generator 172. The driving power of motor generator 174 is transmitted to driving wheel 178.
  • motor generator 174 In a braking mode of the vehicle or in an acceleration reducing mode at a downward slope, the mechanical energy stored at the vehicle as a kinetic energy or potential energy is used for the rotational drive of motor generator 174 through driving wheel 178, whereby motor generator 174 operates as a power generator. Accordingly, motor generator 174 operates as a regenerative brake converting the running energy into electric power to generate the braking force.
  • the electric power generated by motor generator 174 is stored in power storage device 150.
  • Motor generator 174 corresponds to motor 170 shown in Fig. 1 .
  • Power split device 177 is formed of a planetary gear set including a sun gear, a pinion gear, a carrier, and a ring gear.
  • the pinion gear engages with the sun gear and ring gear.
  • the carrier supports the pinion gear to allow rotation on its axis, and is coupled to the crankshaft of engine 176.
  • the sun gear is coupled to the rotational shaft of motor generator 172.
  • the ring gear is coupled to the rotational shaft of motor generator 174 and to driving wheel 178.
  • System main relay SMR1 is disposed between power storage device 150 and boost converter 162.
  • System main relay SMR1 electrically connects power storage device 150 with boost converter 162 when a signal SE1 from vehicle ECU 180 is rendered active, and disconnects the electrical path between power storage device 150 and boost converter 162 when signal SE1 is rendered inactive.
  • Boost converter 162 responds to a signal PWC from vehicle ECU 180 to boost the voltage output from power storage device 150 for output onto positive line PL2.
  • a DC chopper circuit constitutes this boost converter 162.
  • Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively.
  • Inverter 164 drives motor generator 172 based on a signal PWI1 from vehicle ECU 180.
  • Inverter 166 drives motor generator 174 based on a signal PWI2 from vehicle ECU 180.
  • a 3-phase bridge circuit for example, constitutes each of inverters 164 and 166.
  • Boost converter 162 and inverters 164 and 166 correspond to PCU 160 of Fig. 1 .
  • Secondary self-resonant coil 110, secondary coil 120, rectifier 130 and DC/DC converter 140 are as described with reference to Fig. 1 .
  • System main relay SMR2 is disposed between DC/DC converter 140 and power storage device 150.
  • System main relay SMR2 electrically connects power storage device 150 with DC/DC converter 140 when a signal SE2 from vehicle ECU 180 is rendered active, and disconnects the electrical path between power storage device 150 and DC/DC converter 140 when signal SE2 is rendered inactive.
  • Voltage sensor 192 detects a voltage VH between rectifier 130 and DC/DC converter 140 to provide the detection value to vehicle ECU 180.
  • Current sensor 194 detects a current I1 output from rectifier 130 to provide the detection value to vehicle ECU 180.
  • Vehicle ECU 180 generates signals PWC, PWI1 and PWI2 to drive boost converter 162, motor generator 172, and motor generator 174, respectively, based on the accelerator pedal position, vehicle speed, and signals from various sensors.
  • the generated signals PWC, PWI1 and PWI2 are output to boost converter 162, inverter 164, and inverter 166, respectively.
  • vehicle ECU 180 In a vehicle running mode, vehicle ECU 180 renders signal SE1 active to turn on system main relay SMR1, and renders signal SE2 inactive to turn off system main relay SMR2. In the case where electric power can be received from the power feeding device during a running mode of the vehicle, vehicle ECU 180 may render signals SE1 and SE2 active to turn on both system main relays SMR1 and SMR2.
  • vehicle ECU 180 In a power receiving mode from power feeding device 200 external to the vehicle, vehicle ECU 180 renders signal SE1 inactive to turn off system main relay SMR1, and renders signal SE2 active to turn on system main relay SMR2.
  • Vehicle ECU 180 calculates target voltage VHref indicating the target value of voltage VH based on the aforementioned equation (1).
  • Vehicle ECU 180 may obtain the impedance value of power feeding device 200 therefrom through communication device 190, and calculate target voltage VHref based on equation (1) using the obtained impedance value.
  • Vehicle ECU 180 generates a signal PWD to control DC/DC converter 140 such that voltage VH matches target voltage VHref, and provides the generated signal PWD to DC/DC converter 140.
  • Vehicle ECU 180 calculates the reception electric power from power feeding device 200 based on voltage VH from voltage sensor 192 and current I1 from current sensor 194, and transmits the calculated value together with the target value of the reception electric power to power feeding device 200 through communication device 190.
  • Fig. 5 is a circuit diagram of DC/DC converter 140 shown in Fig. 4 .
  • DC/DC converter 140 includes a DC/AC conversion unit 142, a transformer unit 144, and a rectifier unit 146.
  • DC/AC conversion unit 142 includes a switching element driven on/off based on signal PWD from vehicle ECU 180 to convert the DC power supplied from rectifier 130 (not shown) into AC power for output to transformer unit 144.
  • Transformer unit 144 insulates DC/AC conversion unit 142 from rectifier unit 146 and carries out voltage conversion according to the coil winding ratio.
  • Rectifier unit 146 rectifies the AC power output from transformer unit 144 into DC power for output to power storage device 150 (not shown).
  • the input voltage to DC/AC conversion unit 142 i.e. voltage VH
  • VH the input voltage to DC/AC conversion unit 142
  • the modulation factor of DC/AC conversion unit 142 can be controlled by adjusting the modulation factor of DC/AC conversion unit 142 based on signal PWD from vehicle ECU 180.
  • Fig. 6 is a functional block diagram related to control of DC/DC converter 140 by vehicle ECU 180 shown in Fig. 4 .
  • vehicle ECU 180 includes a target voltage set unit 181, and a DC/DC converter control unit 182.
  • Target voltage set unit 181 calculates target voltage VHref according to aforementioned equation (1) based on target value P of the electric power receiving from power feeding device 200 ( Fig. 1 ) and the target impedance.
  • DC/DC converter control unit 182 generates a PWM (Pulse Width Modulation) signal directed to driving DC/DC converter 140 such that voltage VH detected by voltage sensor 192 ( Fig. 4 ) matches target voltage VHref, and outputs the generated PWM signal to DC/DC converter 140 as signal PWD.
  • PWM Pulse Width Modulation
  • power feeding from power feeding device 200 to electrical powered vehicle 100 is effected by causing resonance of primary self-resonant coil 240 of power feeding device 200 and secondary self-resonant coil 110 of electrical powered vehicle 100 through an electromagnetic field (near field).
  • power control is effected based on reception electric power transmitted from electrical powered vehicle 100 and its target value.
  • voltage is controlled such that voltage VH between rectifier 130 and DC/DC converter 140 attains target voltage VHref by controlling DC/DC converter 140.
  • Target voltage VHref is set based on aforementioned equation (1).
  • each of secondary self-resonant coil 110 and primary self-resonant coil 240 corresponds to the floating capacitance of each resonant coil
  • a configuration may be employed in which a capacitor 380 is connected across the ends of the coil at each of secondary self-resonant coil 110 and primary self-resonant coil 240, as shown in Fig. 7 .
  • electric power is extracted from secondary self-resonant coil 110 by electromagnetic induction using secondary coil 120, and power is fed to primary self-resonant coil 240 by electromagnetic induction using primary coil 230
  • electric power can be directly output to rectifier 130 from secondary self-resonant coil 110 without having to provide secondary coil 120, and directly supply electric power from high frequency power driver 220 to primary self-resonant coil 240, as shown in Fig. 8 .
  • a capacitor 380 may be connected parallel to the coil in the configuration of Fig. 8 to provide a capacitor component, as shown in Fig. 9 .
  • voltage VH between rectifier 130 and DC/DC converter 140 can be controlled to attain target voltage VHref at electrical powered vehicle 100 in the first embodiment. Therefore, the impedance can be set at electrical powered vehicle 100 without depending on the reception electric power from power feeding device 200. By setting this impedance based on the impedance value of power feeding device 200, impedance matching can be established at each of power feeding device 200 of the power transmission side and electrical powered vehicle 100 of the power receiving side. According to the first embodiment, power feeding of high efficiency can be realized in a non-contact manner by way of the resonance method.
  • power control is effected at power feeding device 200, whereas voltage control of voltage VH is effected at electrical powered vehicle 100.
  • power control may be effected at electrical powered vehicle 100, whereas voltage control may be effected at power feeding device 200.
  • Fig. 10 is a functional block diagram related to control of DC/DC converter 140 by a vehicle ECU 180A according to the present modification.
  • a vehicle ECU 180A includes a target voltage set unit 181, a DC/DC converter control unit 182A, and a control command generation unit 183.
  • Target voltage set unit 181 calculates target voltage VHref by aforementioned equation (1) based on target value P of the power received from power feeding device 200 and the target impedance.
  • Control command generation unit 183 generates a control signal CNTL directed to driving high frequency power driver 220 ( Fig. 1 ) of power feeding device 200 such that voltage VH detected by voltage sensor 192 ( Fig. 4 ) matches target voltage VHref, and transmits generated control signal CNTL to power feeding device 200 through communication device 190 ( Fig. 1 ).
  • high frequency power driver 220 is controlled based on control signal CNTL such that voltage VH is adjusted to target voltage VHref.
  • DC/DC converter control unit 182A calculates reception electric power based on voltage VH and current I1 detected by current sensor 194 ( Fig. 4 ). DC/DC converter control unit 182A generates signal PWD directed to driving DC/DC converter 140 such that the calculated reception electric power matches target value P, and provides the generated signal PWD to DC/DC converter 140.
  • power control to set the reception electric power at the target value is carried out at electrical powered vehicle 100, whereas voltage control to set voltage VH of electrical powered vehicle 100 at target voltage VHref is carried out by controlling high frequency power driver 220 of power feeding device 200.
  • the operating point to realize the optimum power feeding efficiency will change when there is variation in the system parameter due to temperature change and the like at the power feeding device and/or resonant unit (primary self-resonant coil 240 and secondary self-resonant coil 110).
  • Fig. 11 represents the change in efficiency and reflected power with respect to system parameter variation.
  • curve k11 represents the relationship between a voltage VH representing the voltage of the electric power received at the electrical powered vehicle and the efficiency.
  • Curve k21 represents the relationship between voltage VH and the reflected power under a condition identical to that of curve k11. The efficiency is maximum when the reflected power is minimum. Under this condition, the efficiency is maximum when voltage VH is V1.
  • voltage VH is altered with respect to the system parameter variation to achieve impedance matching relative to parameter variation. Specifically, the reflected power is sensed at the power feeding device to alter voltage VH such that the reflected power is reduced.
  • the entire configuration of the power feeding system according to the second embodiment is basically similar to that shown in Fig. 1 .
  • Fig. 12 is a functional block diagram of a power feeding device 200A according to the second embodiment.
  • power feeding device 200A further includes a reflected power sensor device 270, and an ECU 260A, instead of ECU 260, in the configuration of power feeding device 200 of the first embodiment.
  • Reflected power sensor device 270 is arranged at the output line of high frequency power driver 220 to sense and output to ECU 260A a reflected power PR.
  • the well-known reflected power sensor device can be employed for reflected power sensor device 270.
  • ECU 260A receives a sensed value of reflected power PR from reflected power sensor device 270, and transmits the received sensed value to the electrical powered vehicle through communication device 250.
  • the remaining functions of ECU 260A are similar to those of ECU 260 of the first embodiment.
  • Fig. 13 is a functional block diagram related to control of DC/DC converter 140 by vehicle ECU 180B of the second embodiment.
  • vehicle ECU 180B includes a subtracter 184, a proportional integral (PI) control unit 185, a correction control unit 186, an adder 187, and DC/DC converter control unit 182.
  • PI proportional integral
  • Subtracter 184 subtracts the sensed value of reflected power PR received by communication device 190 from a predetermined target value PRref of the reflected power, and provides the calculated result to PI control unit 185.
  • PI control unit 185 carries out a proportional integral operation with the difference between reflected power target value PRref and reflected power PR as the input value, and provides the calculated result to correction control unit 186 as a control output ⁇ .
  • Correction control unit 186 calculates a correction value for voltage VH based on control output ⁇ from PI control unit 185 and reflected power PR by a method that will be described afterwards.
  • Adder 187 adds the output from correction control unit 186 to target voltage VHref, and provides the added result to DC/DC converter control unit 182.
  • DC/DC converter control unit 182 generates a signal PWD directed to controlling DC/DC converter 140 such that voltage VH matches the corrected target voltage output from adder 187, and provides the generated signal PWD to DC/DC converter 140.
  • Fig. 14 is a flowchart to describe the process of correction control unit 186 shown in Fig. 13 .
  • the process in the flowchart is invoked from the main routine for execution at every constant period of time or every time a predetermined condition is established.
  • correction control unit 186 determines whether reflected power PR is greater than a predetermined defined value (step S10). For this defined value, a target value PRref of reflected power PR, for example, is set. When a determination is made that reflected power PR is less than or equal to the defined value (NO at step S10), correction control unit 186 does not correct target voltage VHref (step S20). Namely, correction control unit 186 sets the output to adder 187 to zero.
  • correction control unit 186 corrects target voltage VHref by the control output ⁇ from PI control unit 185 (step S30). Then, correction control unit 186 determines whether reflected power PR is reduced or not by the correction of target voltage VHref performed at step S30 (step S40).
  • correction control unit 186 corrects target voltage VHref based on control output ⁇ from PI control unit 185 (step S50).
  • correction control unit 186 corrects target voltage VHref based on a value that is an inverted code version of control output ⁇ , i.e. - ⁇ (step S60).
  • voltage VH is controlled in the second embodiment such that the reflected power is reduced with respect to system parameter variation caused by temperature change and the like at the power feeding device and/or resonance unit. Therefore, according to the second embodiment, the optimum power feeding efficiency can be achieved constantly.
  • the third embodiment has display means provided for indicating that the electric power is currently being received when the electrical powered vehicle is receiving power transmission from the power feeding device.
  • Fig. 15 represents an entire configuration of the power feeding system of the third embodiment.
  • the power feeding system of the third embodiment includes an electrical powered vehicle 100A, instead of electrical powered vehicle 100, based on the configuration of the power feeding system of the first embodiment shown in Fig. 1 .
  • Electrical powered vehicle 100A further includes an indicator lamp 196 in the configuration of electrical powered vehicle 100 shown in Fig. 1 .
  • Indicator lamp 196 is connected to the power line between rectifier 130 and DC/DC converter 140, and emits light using the electric power output from rectifier 130. Namely, indicator lamp 196 is lit using the reception electric power from power feeding device 200. Indicator lamp 196 automatically emits light according to reception of power from power feeding device 200, and automatically is turned off when power is not received.
  • indicator means for indicating that the electrical powered vehicle is currently receiving power from power feeding device 200 can be realized readily and economically. Since the light is turned on/off automatically according to power reception from power feeding device 200, additional means for controlling the on/off of the lamp is not required. This power reception display system is relatively robust against system failure.
  • Fig. 16 represents an entire configuration of a power feeding system according to a modification of the third embodiment.
  • an electrical powered vehicle 100B of the present modification similarly includes indicator lamp 196.
  • Indicator lamp 196 is connected to a power line between secondary coil 120 and rectifier 130 to emit light using the electric power output from secondary coil 120.
  • indicator lamp 196 is similarly lit using the reception electric power from power feeding device 200 in the present modification. Therefore, indicator lamp 196 emits light automatically according to the reception of power from power feeding device 200, and is automatically turned off when power is not received.
  • each of the above embodiments is directed to power transmission by causing a pair of self-resonant coils to resonate
  • a high dielectric disk may be used for the resonator instead of the self-resonant coil.
  • Fig. 17 is an overall block diagram of a power feeding system employing a high dielectric disk as a resonator.
  • a power feeding device 200B includes a primary high dielectric disk 410 instead of primary self-resonant coil 240 and primary coil 230, based on the configuration of power feeding device 200 of Fig. 1 .
  • An electrical powered vehicle 100C includes a secondary high dielectric disk 420 instead of secondary self-resonant coil 110 and secondary coil 120, based on the configuration of electrical powered vehicle 100 of Fig. 1 .
  • Each of primary high dielectric disk 410 and secondary high dielectric disk 420 is formed of a material of high permittivity such as TiO 2 , BaTi 4 O 9 , and LiTaO 3 .
  • each of the embodiments is described based on a series/parallel type hybrid vehicle in which the driving power of engine 176 is split by power split device 177 to be transmitted to driving wheel 178 and motor generator 172 as an electrical powered vehicle
  • the present invention is also applicable to other types of hybrid vehicles.
  • the present invention is applicable to the so-called series type hybrid vehicle using the engine 176 only for driving motor generator 172, and the driving power of the vehicle is generated by motor generator 174 alone, a hybrid vehicle having only the regenerative energy among the kinetic energy generated by engine 176 collected as electric energy, a motor assist type hybrid vehicle using the engine as the main driving source and assisted by the motor as necessary, and the like.
  • the present invention is applicable to an electric vehicle that runs only by electric power, lacking an engine 176, or a fuel cell vehicle further including a fuel battery in addition to power storage device 150 as the DC power source. Moreover, the present invention is also applicable to an electrical powered vehicle lacking a boost converter 162.
  • DC/DC converter 140 corresponds to an embodiment of "voltage converter” of the present invention.
  • Vehicle ECUs 180, 180A and 180B correspond to an embodiment of "voltage control device” of the present invention.
  • Reflected power sensor device 270 constitutes an example of a “sensor device” of the present invention.
  • PCU 160 and motor 170 (boost converter 162, inverters 164, 166, and motor generator 174) constitute an embodiment of "electric drive device” of the present invention.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Dc-Dc Converters (AREA)
  • Secondary Cells (AREA)

Claims (9)

  1. Leistungszuführsystem, aufweisend:
    einen Leistungsübertragungsresonator (230, 240; 410), der von einer Leistungsquelle elektrische Leistung empfängt, um ein elektromagnetisches Feld zu erzeugen,
    einen Leistungsempfangsresonator (110, 120; 420), der von dem Leistungsübertragungsresonator elektrische Leistung empfängt, indem er mit dem Leistungsübertragungsresonator über das elektromagnetische Feld schwingt,
    einen Gleichrichter (130), der die elektrische Leistung gleichrichtet, die von dem Leistungsempfangsresonator empfangen wird,
    einen Spannungswandler (140), der die elektrische Leistung spannungswandelt, die durch den Gleichrichter für die Zufuhr zu einer Last gleichgerichtet wurde, und
    eine Spannungssteuervorrichtung (180, 180A, 180B), die eine Spannung zwischen dem Gleichrichter und dem Spannungswandler steuert, um eine vorgegebene Sollspannung zu erreichen,
    dadurch gekennzeichnet, dass die Spannungssteuervorrichtung die Sollspannung auf Basis einer Größe der empfangenen elektrischen Leistung einstellt.
  2. Leistungszuführsystem nach Anspruch 1, wobei die Spannungssteuervorrichtung die Sollspannung auf einen Quadratwurzelwert einer Multiplikation eines Sollwerts der empfangenen elektrischen Leistung mit einer Sollimpedanz einstellt.
  3. Leistungszuführsystem nach Anspruch 2, wobei die Sollimpedanz auf eine Impedanz der Leistungsquelle eingestellt wird.
  4. Leistungszuführsystem nach Anspruch 1, wobei
    der Spannungswandler so konfiguriert ist, dass er eine Einstellung einer Eingangsspannung darauf ermöglicht, und
    die Spannungssteuervorrichtung den Spannungswandler so steuert, dass die Spannung zwischen dem Gleichrichter und dem Spannungswandler die Sollspannung erreicht.
  5. Leistungszuführsystem nach Anspruch 1, wobei
    der Spannungswandler so konfiguriert ist, dass er eine Einstellung einer elektrischen Eingangsleistung darauf ermöglicht, und
    die Spannungssteuervorrichtung die Leistungsquelle steuert, so dass die Spannung zwischen dem Gleichrichter und dem Spannungswandler den Sollwert erreicht.
  6. Leistungszuführsystem nach Anspruch 1, wobei der Leistungsübertragungsresonator beinhaltet:
    eine Primärspule (230), die von der Leistungsquelle elektrische Leistung empfängt, und
    eine primäre selbstschwingende Spule (240), der von der Primärspule durch elektromagnetische Induktion elektrische Leistung zugeführt wird, und die ein elektromagnetisches Feld erzeugt,
    wobei der Leistungsempfangsresonator beinhaltet:
    eine sekundäre selbstschwingende Spule (110), die von der primären selbstschwingenden Spule elektrische Leistung durch Schwingen mit der primären selbstschwingenden Spule über das elektromagnetische Feld empfängt, und
    eine Sekundärspule (120), die elektrische Leistung, die durch die sekundäre selbstschwingende Spule durch elektromagnetische Induktion empfangen wurde, für die Ausgabe an den Gleichrichter extrahiert.
  7. Leistungszuführsystem nach Anspruch 1, wobei sowohl der Leistungsübertragungsresonator als auch der Leistungsempfangsresonator eine hochgradig dielektrische Scheibe (410, 420) aufweisen.
  8. Leistungszuführsystem nach Anspruch 1, wobei die Last eine wiederaufladbare Leistungsspeichervorrichtung (150) beinhaltet.
  9. Leistungszuführsystem nach Anspruch 1, wobei
    die Last eine elektrische Antriebsvorrichtung (160, 170) beinhaltet, die auf einem Fahrzeug befestigt ist, um eine Fahrzeugantriebsleistung zu erzeugen, und die elektrische Antriebsvorrichtung eine von dem Spannungswandler ausgegebene elektrische Leistung empfängt, um die Fahrzeug-Antriebsleistung zu erzeugen.
EP08811162.0A 2008-09-25 2008-09-25 Stromversorgungssystem Not-in-force EP2346141B1 (de)

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EP2346141A4 EP2346141A4 (de) 2014-05-07
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CN (1) CN102165669B (de)
AU (1) AU2008362274B2 (de)
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US20110231029A1 (en) 2011-09-22
EP2346141A1 (de) 2011-07-20
RU2011116061A (ru) 2012-10-27
EP2346141A4 (de) 2014-05-07
WO2010035321A1 (ja) 2010-04-01
CA2738120A1 (en) 2010-04-01
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CA2738120C (en) 2014-09-16
KR20110066945A (ko) 2011-06-17
US8970060B2 (en) 2015-03-03
CN102165669A (zh) 2011-08-24
JPWO2010035321A1 (ja) 2012-02-16
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AU2008362274B2 (en) 2015-05-07
RU2469880C1 (ru) 2012-12-20

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